Railway-car.



J. LINDALL.

RAILWAY CAR.

APPLICATION FILED .APR.19, 1912.

1, 1 l 0,39%" w Patented Sept. 15, 1914.

4 SHEETS-SHEET 1.

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2%. WTMM J. LINDALL.

RAILWAY CABx APPLICATION FILED APR.19.1912.

1,1 10,394, Patented Sept. 15,1914.

4 SHEETS-SHEET 2.

J. LINDALL.

RAILWAY CAR.

APPLICATION FILED APRJQ. 1912.

1,1 10,394, Patented Sept. 15, 1914.

4 SHBETS SHEBT 3.

30 Z v FZFZ J. LINDALL.

RAILWAY CAR.

APPLICATION FILED APR19.1912.

1,1 1 0,394, Patented Sept. 15, 1914.

4 SHEETS SHEET 4.

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. UNITED sm rns PATENE onniciz;

I JOHN mnnnnn'os Bcsson, nassecnnsnr'rs.

T r ll-whom it may canoe m: Be it known that 1, JOHN 'LINDALL, .a citizen of the United States, residing in Boston, county of Sufij'olk, and State of Massachusetts, have invented an Improvement-in Railway-(Jars, of which the following description, in connection with the accompanying drawings, is a specification, like letters on the drawings representing like parts. i-This' invention relates to a railway car especially designed and adapted for use on electric'railwny systems, and --more particularly on surface railway systems which are provided with tracks ha ving curves of short radii. v

The present invention has for its object to provide a multiple unit car which is capable of being run on tracks having curves of short radii without an abnormal or objectionable overhang of the car, and which is ofa carrying capacity largely in excess of a single or unit car of a length which has the same overhang.

The inrentionfurtlier has for its'object to provide such a multiple unit car, which is capable of being operatedhy a single con- (luctor and motorman.

The invention also has for its object to provide such a multiple unit car,in which the passageway from one unit to anotheris maitwitedme sulihtantially' the same widthg when the is romidi'ng'n hort cm veim's" whennnhlstraight t'rheln P To :this emu the ninltiple innit car i pw vii-led with arplnral'iw M" kennel 1 loony tidne *mwlnidpa'fid wins-Em intermediate ta 1*" body section or unit, which m -ayan' l* preferalily wfil'l he fil'lO'l'ml lil 'len'gth than "said main" 'hn'its, *hnd" pivotal-5171" minnectwh thei-efio near"thei'rmdjaceht' endse'to'be sup poi-ted thereby?? Tlle inain nnits ar'e moimtcdnpoln one or more trucks; each" capable of being rnn on streettitle-lei-haw ing curves of short was; i and eahh ol said main uni'ts lna'deml such length as will give l :rmnxlmnrn carryin g capacity and yet ii'oiid 'an al m'ormal' o'vei'han g oil. the end 'of thehar l'io'dy asit isioiihdiiih 'ii curve of qhort radius; Provision is made for'iitiliz means intermediate 'car "body' sedtion or initg as the hntranhe' into shd e xit'frdni thc .i'l'ain cnn hody*sehtions'o'fi dnits; as will .he :lesei ihed. was awn: "units indy she I pro 1 Specification of Letters Patent. Applicetionfiled April 19. 1912 Serial no. 691,368.

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RAILWAY-CAR.

Patented Sept. l5,

wided: with the usual trolley poles and wheels. which engage the overhead trolley wire, and pztovision is made, whereby the trolley poles and wheels on both niain'units may be controlled by the conductor from within the intermediate unit. Provision is also made for closing the sides of the passageways from the intermediate unit to the, mam units, and further for pivotally supporting the intermediate unit in a superior n'mnner as will be described. These and other features of this invention will he pointed out in the claims at the end of this specification.

Figure l is a side elevation with parts broken away of a multiple unit electric railway car embodying this invention. Fig. 2,

a planof the car shown in Fig. 1. Fig. 3,

a detail in plan to be referred to. Fig. 4:, an underside View on an enlarged scale to show ithefrarnmvork of the adjacent ends of a main car body section and the intermediate section. Fig.5, a cross section on the line 55, Fig. 4 looking in the direction'of the arrow. Fig. 6, a detail in side elevation on an enlarged scaleiwith partsvibroken away,'80 of the adjacent ends of the-intermediate and a main car body section, Fig. 6 a detail of the guide for the trolley rope to he 'relierred-to. Fig. 7, a horizontal section of the inherlnediete car body-section twhen belo w '85 the trnofnthereofi it!) showitlie manner of' con trolling! the werioiis: lopemting parts 017' the centered.) also lthe entrimce: meme e f-thew, 2 passengers. Fig. 8, a detail to be referred towiFig. xtlyni debaih in el evation' of tweo mrnting doors; and theiroperating mecl nv ginisni. i cl igxcl ilgalllhtail of it petition of the dooropeniitingemechanism. l ig'ql a--'li'ori- .zr mttih section :on -the line'ih hh Fig.1 10 2 gl lgi ll; alcletnil ofastcp'snd its opereting ss .lneohairiemg ind *Fig: 1.4%.: detail of the ra il'-" find" wit-him tlte"intenn'ierlihte 'car hodjw sec l ltinfii 1 an i lteferring t'o the d innings, a 5 end b rep resent thewnain car-body sectihhs or imits, and. etho intermediate--cnihedy' sotion oi nnit ef 11 mnltipld unit electric railn aycar laments this inventimn w: m

ing narrow streets. In the present instance the main units a, b, are two ordinary street.

railway cars, each of a length which enables them to be used on tracks having curves of short radii without an objectionable overhang, and each having one end modified to enable it to be utilized in forming a main car body section or unit of the improved car. To this end, each of the car bodies or units a, b, is cut oil at one end substantially fiush with the usual doorway leading into the car body at said end, that is to say, the usual platform and bonnet are removed, and the end construction of the car body is reinforced to enable it to be utilized to form part of the multiple unit car. Inasmuch as the reinforcement for both car bodies or units a, b, is the same, a detailed'description of one will suliice, to wit, that of the car body a. In the present instance, the reinforcement is effected by means of a metal cross bolster 10, see Figs. 1, 4 and 5, which is approximately an inverted arch in shape and is secured at its ends by bolts or otherwise, to the end sill 12 of the car body a. The cross bolster 10 has riveted or otherwise secured to one side at or near its center, braces 13, 14, which diverge and are extended back under the car body a and secured thereto at their ends in any suitable manner. The cross bolster 10 is preferably made of channel iron and is'provided with a substantially flat central portion 15, to which is secured the lower plate or member 16 of a center bearing, with which coiiperates the upper plate or member 17, which is secured to the intermediate car body section or unit a as will be described.

The cross bolster 10 may and preferably will be secured to the end sill 12 between its ends by vertical tie'bars or braces 18. The end sill 12 may and preferably will have secured to it side bearings, preferably rollers 19 mounted on shafts or pins 20 supported by hangers 21 secured to the end sill 12.

The intermediate unit or car body section, 0, is made to correspond in general appearance externally to that of the main car body sectionsa, b, so as to harmonize therewith, and said intermediate unit is composed of a floor frame, which is substantially rectangular' in shape and composed of metal side bars or sills 22, 23, end cross bars or sills, only one, 24, of which is shown in Fig. 4, longitudinally extended center beams or bars 25 and suitable braces intermediate the end sills. The center beams or bars 25 are extended beyond each end sill, 24, and are connected on their under side at or near their outer ends by a crossbar 26, to which is socured the upper plate or member 17 of the center bearing, which is provided on its under side with a cup or socket 28, see Fig. 6, for the reception of the projection 29 on the lower bearing plate 16. The centerbearing is provided with a king bolt 3Q extended down through the end sill 12 and through the bearing plates 17 16 to the underside of the cross bolster 10, where it may be provided with a key 82, see Fig. 5. If desired the upper bearing member 17 and the cross bar 26 may be made in one piece. The center bars or beams 25 beyond the end sill 2-1 are tied together by cross braces 33, and are also secured to the end sill 24 by inclined braces 34. The center beams or bars 25 may and preferably will have secured to them one end of curved bars 36, which extend between the cross bolster 10 and the end sill 12 of the car body section a and are provided with return bends 37, which are fastened to a cross bar 38 securedto the center bars or beams 25. The curved side bars 36 constitute the lower side bearing plates with which the rollers 19 are designed to engage when the car body section a is tilted slightly. The lower bearing plates or bars 36 are supported below the rollers 19 by inclined bars or arms 39 extended in opposite directions from the center bars or beams 25, see Fig. 5.

The floor frame of the intermediate-section has secured to it the flooring, 40, which may be of wood or other'suitable material, and said flooring may be provided with inclined side ends 41, which extend inwardly -from the side sills 22, 23 of the floor frame toward the projecting portions of the center bars or beams 25, so as to leave a space 42 between the end of the main unit and the side sills of the intermediate unit, to allow for substantial, lateral or side movement of one unit with relation to the other when traveling around a curve of substantially short radius, as for instance, when the car is turning around a corner of a substantially narrow street. The floor supporting frame of the intermediate unit also has erected upon it the side walls 43, 44-. end walls 45, 46, and. the roof 41-7 of the intermediate unit, and the roof 47 may and preferably will be made to correspond in gen eral form and structure to the roofs of the main units a, l).

The intermediate unit 0 provided at its ends with openings or ways 48, see Fig. 7, from which extend the portions 4-9 of the flooring covering the projecting ends of the center beams or bars 25, which extend under the end sills 12 of the main units a, see Fig. 6, and form platforms from the intermediate unit to the main units. The intermediate unit 0 is prefenibly provided at each end with a bonnet 50, suitably shaped to form a gutter 51, see Fig. 6, for shedding the water.

The platforms 49 on the intermediate unit 0 may be closed at their sides and top, which may be accomplished as herein shown by providing the end walls of the intermediate unit with projecting arch shaped frames 52, and providing the end walls of the main units a, b with similar arch shaped frames 53, which are smaller than the frames 52 and are separated therefrom by sufiicient space to permit of lateral. movement of one frame with relation to the other in rounding a curve of short radius. The space between the projecting frames 52, 53 may be closed by a flexible member 54 of canvas or other suitable material which is secured to said frames.

The intermediate unit may be used as the means for entrance into and exit from the main units a, 2), whereby a single operator can collect the fares, attend to the opening and closing of the doors, and further can attend to the trolley poles when the trolley wheels leave the trolley wire, all from within the intermediate unit. To this end the side walls 43, 44 of the intermediate unit 0 are provided with suitable doors and with steps leading to the doorways and capable of being raised and lowered simultaneously with the closing and opening of the doors. Inasmuch as the doors and steps on both sidcsof the car body unit a are of like construction and their operating mechanisms are also of like construction. a detailed description of these parts on one side of the said intermediate unit will sufiice. In the present instance, the unit 0 is provided on each side with end corner posts or uprights 55, 56, and three intermediate uprights 57,- 58,59, see Fig. 7, which are separated to form four doorways 60, 61, 62, 63, with each of which cotiperates a pair of doors 64, 65, and a step 66. The doors 64, of each pair are secured to vertically arranged pivot rods or shafts 67, 68, see Figs. 7 and 9, suitably journaled or supported by the framework of the intermediate'unit c to turn through an arc of substantially 90, so as to swing' lhe said doors from their closed position outwardly into'a position substantially at right. angles thereto and vice versa. This movement of the doors 64;. 65 may be effected by suitable mechanism under control of the conductor within the unit 4*, and in the present insta-nce, I have shown one construction of mechanism for accomplishing this result.

To this end, the pivot 68 for the door 65 is provided at its upper end with a crank 70, see- Fig. 9, which is connected by a link 71 witha crank 72 on the pivot 67 for the door 64, said -cranks being extended in substai'it-ially opposite directions. The pivot 67 for thedoor 64 is provided with a second crank 73, which is located below the floor supporting frame of the unit 0 and is connected by a link 74 to an elbow lever 75, see Fig. 10, pivoted to a hanger T6 depending from a suitable support 77, which may be secured to or form part of-the support- 1 ing frame of the intcrmediate unit c. The elbow lever 75 has connected to it a vertical bar or rod 78, which extends up through a suitable hole 79 in a plate 80, set in the floor 40 of the unit o, where it, is accessible to the footoi" the conductor. The rod or bar 78 constitutes one form of foot pedal and is provided with notches S1, S2- for engagement with a wall of the hole 79 to lock the doors in their opened and closed positions,

84 is expanded or placed under tension.

Each doorway in the present instance has cooperating with it a step 66, which is pivoted at 85 to a. hanger 86. depending from the car body unit c, see Vic. 12, and said step is connected to the link 74-, so as to be operated thereby and folded up when the doors are closed, and lowered when the doors are opened. In the present instance, the link 74 has pivoted to it one end of a rod or link 87, having at its other end a head 88, having a socket within it for the reception of a ball or knob 89 on the end of an arm 90.

secured to the step 66 and extended through a slot 91 in said head, see Fig. 12. By refcrence'to Fig. 7 it will be seen that when the link 74 is moved in one direction to close the doors 64, 65, the link 87 is also moved so as to fold the step 66 into its vertical position, and when the link 74 is moved in the opposite direction, the link 87 is moved in the direction of the arrow 93 in Fig. 12 to lower the step. The spring 84 is represented in Fig. 7 as having one end'connecter'l with a pin 94 on the link 74; and its other end connected with a stationary part 95 of the unit 0.

Provision is made for separating the interior of the car section or unit a, so that the doorwaystil, 62 form the entrances, and the doorways G0, 63 the exits into and from said unit, and for this purpose, the unit isprovided' with two sets of vertical uprights or posts located between the center of the car sect-ion c and the end doorways 48. In the present instance each set is shown as composed of'threc posts or uprights 96, 97. 98, arranged transversely of the unit I: with the posts 96, 97 located toward the center of the unit. The posts 96, 97 arestationary and are connected by cross bars 9:), which we vent passage between said posts, and either of the passages between the stationary posts and the sides of the unit a, may be closed by a horizontal rod or bar 100, which is attached at one end to the vertical post 98,

which is adapted to have its lower end stepped in a suitable socket in the floor ot' the unit 0. and to be retained in its vertical position by a lug 101, see Fig. 13, on the post engaging a slotted lug or ear 102 attached to the side frame of the unit 0. The horizontal bar may be detach-ably secured to either of the stationary posts 96, 97, by a bolt 104 actuated by a spring 10"). The post 98 is capable of being: vertically moved to disengage its lug- 101 from the lug or car 102, when the bolt 105 is withdrawn, so as to permit the cross bar 100 and post 98 to be used in connection with the stationary post 96 and close the passageway 20?) between the post 96 and the side of theunit 0, and to open the passageway 106 between the post 97 and the other side of the unit c.

As represented in Fig. 7, the unit 0 is provided with two sets of operating pedals T8 for the doors and steps, and between the same is a space 108, designed to be occupied by a fare box or other receptacle for fares. The conductor can stand on either side of the space 108 according to which set of pedals he is to operate. Provision is made for enabling: the conductor to replace the trolley wheel from within the unit 0, and to this end the roof of the ear section 0 is provided with suitable openings in its opposite ends, through which are passed the trolley ropes 110, 112 attached to'the trolley poles 113. 114. on the main units a, I). These trolley ropes may be connected with trolley tenders 1.15., 116 of ordinary construction such as are now commonly used on electric street railway cars, and may be detachably secured to cross bars 1.17 connecting the stationary posts JO, 9? of each set of posts. The openings in the roof through which the trolley ropes are passed, may be closed by windows, only one. 120, of which is shown, which is supported by a lever 121 located within the unit, and capable of being turned by the conductor. when it becomes necessary to manipulate the trolley rope in order to replace the trolley wheel on the trolley wire. The window and its casing are constructed in a manner well understood, so as to maize a pra tically water tight joint when the window is closed. The lower portion of the window casing is provided with a slot. groove or opening on its inner surface in which is located a bushing or guide 125. see Fig. 6, provided with a longitudinal opening 126, of sutlicient width to allow the trolley cord or rope to be passed into and removed from the bushing, so that when the window is closed. the trolley rope is free to run through the bushing, as the said rope is taken up and paid out by the tender, when the trolley wheel is on the wire and the car is in motion, and so that when the Window is opened. the trolley rope can he slipped out of the bushing by the conductor,

and moved sideways in the window opening for the full width of the same, to manipulate the trolley pole and replace the trolley wheel on the wire when the necessity for so doing arises.

By reference to Fig. 7, it will be seen that the passengers can enter through the center doorways (51, (32, pass by the conductor and into either 01' the main car sections or units (1, I), as indicated by the arrows 130, and when leaving the said main units, they pass into the intermediate unit 0 and out through the separate doorways (5O, (33, whose doors are at ueh time opened, the course taken by the passengers when leaving the air being indicated by the arrows 13 Provision is also made for closing the space between the intermediate unit (1 and the main units a, I), so as to prevent persons riding on the outside of the ca r between the units, and also to safeguard against possible accidents, and to this end cross rods or bars 132 are pivotally secured at their lower ends to the intermediate and main units 0, a, Z), and have their other or upper ends in sliding engage.- ment with guide rods or bars 133 attached to said units.

'In the present instance I have described the invention as embodied in a railway car in which are utilized as the main units, two old style cars having comparative short bodies and ot limited carrying capacity, and such as are now used somewhat and formerly were largely used in cities having tracks provided with curves of relatively short radii, and a new car body section or unitinterposed between the same and pivoted to the main units, but it is not desired to limit the invention in this respect as the multiple unit car may be of entirely new construction.

By pivoting the intermediate unit to the main units at or near the ends of the main units, the said units are permitted to have a substantial, lateral movement, one with relation to the other, in rounding a curve of short radius, without contracting or narrowing up, to any material extent on the passageways from one unit to the other, and said [uissagoways may be provided with movable side walls in the form of curtains 140, see Fig. 7. which serve to provide substantially straight side walls, both when the units are in alinement on a straight track and when out of alincment when one is on acurve.

From the above description, it will be seen that the main units of the multiple unit car are of maximum unit length with a maximum overhang, that is, with an overhang which does not project beyond the outer rail of the curve. of short radius to such extent as would be dangerous to persons standing on cross walks. or to vehicles using the streets and especially narrow streets,

consequently a railway car is obtained which is of increased carrying capacity and is capable of being operated on tracks having curves of short radii, such as now exists in tracks laid in narrow streets, without dangerto the users of the streets and further without danger to the cars on tracks on intersecting streets. and which is also capable of being operated by a conductor and motormanat a minimum expense. As a result street railway systems are able to furnish better accommodations to the public; increase their earning capacity by their ability to run long cars on their tracks having short curves without changing the tracks, which in some streets it would be well nigh impossible to do and leave sufficient room for the use of the street by others; and without increasing the number of operators on the car. Furthermore, the present invention enables street railway systems now operating, to effect a very great saving, in that they can utilize the short cars now rapidly growing obsolete, and convert them into main units of the multiple unit car, thereby eiiecting a very considerable saving in this respect. I have herein shown one construction of multiple unit car em'- bodying this invention, but it is not desired to limit theinvention in this respect. Furthermore it is not desired to limit that feature of the present invention which provides for the trolley pole located outside of the car to be manipulated by the conductor from within the car, so that the trolley rope may run in and out of the car under normal conditions of use, and so that it may be moved laterally of the car from within the same by the conductor, when it becomes necessary to replace the trolley wheel on the trolley wire, as this feature can be used to advantage with other forms of cars than the multiple unit herein shown.

Claims:

1. In a railway car, in combination, a plurality of main car body units mounted on trucks capable of being run on tracks having curves of substantially short radii without an abnormal overhang, and an intermediate car body unit pivoted to the adjazent ends of said main car body units to be supported thereby and to move laterally with relation thereto, said intermediate unit Jeing provided with movable doors in its ;ide and with means within it for forming oassages leading to and from the main units.

2. In a railway car, in combination, a plu- ?ality of main car body units mounted on rucks capable of being run on tracks havng curves of substantially short radii withut an abnormal overhang, and an internediate car body unit provided with a floor iupporting frame and with side and end valls and a roof erected upon said frame, laid and walls having openings leading to support said main units, and an iut-ermedb ate car body unit interposed between said main units and pi votally secured thereto to he supported thereby and to move laterally with relation thereto.

4. In a. railway car, in combination, a plurality of main car body units provided with openings in their adjacent ends, and an intermediate car body unit having a floor supporting frame and a roof erected upon the same, means for pivoting said frame to said main units to permit of lateral movement of one'with relation to the other, and to support said intermediate car body unit by said main units, and trucks capable of being run on tracks having curves of short radii and upon which said main units are mounted.

5. Ina railway car, in combination, a plurality of main car body units, each of maximum unit length and capable of traveling on a track having a curve of short radius vwithout an abnormal overhang, trucks to support said main units, and an intermediate car body unit interposed between said main units and provided in its side with a common entrance leading to the main units and with separate exits from said main units, and means to close said entrance and exits.

6, In a railway car, in combination, a plurality of main car body units, each of a maximum unit length capable of traveling on a track having a curve of substantially short radius with a minimum overhang, trucks to support said mainunits, and an intermedi ate unit pivoted to the main units near the ends thereof to be supported thereby and to permit lateral movement of one unit with relation to the other on a substantially short curve of the track without substantially narrowing the passageways leading from the intermediate unit to the main units.

7. In a railway car, in combination, a pinrality of main car body units, each of maximum unit length and capable of traveling on a track having a. curve of short radius without an abnormal overhang, trucks to support said main units, and an intermediate ear body unit provided with a door in its side and interposed between said main units and pivotally secured thereto and supported thereby.

8. In a railway car, in combination, an intermediate unit provided with a floor supporting frame, side and end walls and a roof erected upon said frame, one of said side walls having a doorway, and main car body units located at opposite ends of said intermediate unit and pivotally connected therewith to support the same and permit lateral movement thereof.

9. In a railway car, in combination, an intermediate unit provided with a floor supporting frame having substantially central projecting end portions, a door laid upon the Said frame and said-projecting end portions, side and end walls and a roof erected upon said frame to form a car body section having platforms projecting therefrom, a door in one of said side walls, and main units provided with cross bolsters, center lower bearing plates secured to said cross bolsters, center upper bearing plates secured to the under side of the projecting end portions of the frame of the intermediate unit andcotiperating with said lower bearing plates, and means for pivotally connecting said bearing plates, substantially as described.

10. In a railway car, incombination, a plurality of main car body units, provided with openings in their adjacent ends and having cross bolsters secured to their under sides near the adjacent ends thereof, center bearing members supported bysaid bolsters, an intermediate car body unit having a floor supporting frame provided with substantial central proj ecting end portions, side and end walls and a roof erected upon said frame, center bearing members secured to said projecting portions and cooperating with the bearing members on said cross bolsters, and trucks capable of being run on tracks hav ing curves of short radii and upon which said'main units are mounted.

11. In a railway car, in combination, a plurality of main car body units provided Withopenings in their adjacent ends, trucks capable of running on tracks having curves of substantially short radii, and an intermediate car body unit having a floor supporting frame pivoted to the main units to be supported thereby, and having side and end walls and a roof erected upon said frame, a door in one of said side walls, and mechanism operable from within said intermediate unit to operate said door.

12. In a railway car, in combination, a plurality of'main car body units capable of traveling on a track having-a curve of substantially short radius without an abnormal overhang, trucks to support said units, and an intermediate car body unit interposed between said main units and pivotally secured thereto to be supported thereby and to move laterally with relation thereto.

13. In a railway car, in combination, a plurality of passenger carrying sections, and an intermediate loading and unloading section having a. floor supporting trams ex.-

tended under the passenger carrying sections and pivoted thereto, substantially as described.

14. in a railway car, in combination, av

plurality of passenger carrying sections and an intermediate loading and unloading section interposed between said passenger carrying sections and pivotally secured thereto to be. supported thereby and to move laterally with relation thereto.

15. A car including a body part having end portions and an intermediate portion said intermediate portion having a lower floor level than the end portions, and hinge connections intermediate the intermediate and end portions.

16. A; car ha Vina end portions and an independent intermediate portion swivelly connected to the end portions, the flooring of the end portions being at a. higher elevation than the flooring of the intermediate portion and a doorwayin the side of the intermediate portion.

17. A car having end portions including supporting trucks and an intermediate portion pivotally connected to the end portions, the flooring of the intermediate portion being at a lower level than the flooring of the end portions, side doorways for the intermediate portion, doors therefor, and means arranged inside the intermediate portion for controlling said doors.

18. A car having end portions and supporting trucks therefor, and an intermediate portion pivotally supported at its ends upon said trucks, the flooring of the intermediate portion being in a lower plane than the flooring of the end portions, the end portions opening from the interior thereof into the interior of the intermediate portion.

19-. A car composed of end sections and an intermediate section, the floor of the intermediate section being at a lower level than that of the end sections. said intermediate section being pivotally connected at its ends tothe end sections, and flexible curtains for closing the space between the proximate ends of adjacent sections.

20. A car composed of end sections including supporting trucks and having doorways through their proximate ends, the side walls of said doorways being inwardly extended toward each other, and an intermediate section with the interior of which said doorways communicate, said intermediate section being swivelly supported at its ends upon the end sections and having doorways in the side thereof.

21. A. car composed of end sections including trucks and having doorways through their proximate ends, and doorways in the side thereof at their remote ends, doors for the latter doorways, an intermediate section into which said proximate end doorways communicate, said intermediate section ha ing swivelly supported at its ends upon the end sections, side doors for the intermediate section and means for controlling said doors.

22 Means for t'ansporting passengers composed of end body portions and an intermediate body portion flexibly connected together and coimmmicating with each other. the ii'itermediate body having a floor level lJGlUd' that of the adjacent bodies, and also having a side entrance.

23. An articulated car comprising two end units and an intermediate passengercarrying compartment ,rnovably suspended between and supported by tlle end units.

24. In an articulated car, the combination with a pair of end passenger-carrying sections, of an intermediate 'nissengencarrying compartment flexibly suspended between and supported by the end sections and capable oi vertiedl and lateral movement relative to such end sections.

In testiniony \plrcreol l lwve signed my name to this sfievdiealnon in the presence of two subscribing witnesses.

- r J OHN LINDALL.

\Vitnesses JAs. I-l. CHURCHILL, J. MURPHY. 

